Dumping-wagon.



W. MCINTOSH.

DUMPING WAGON.

Application filed Dec. 21, 1901.)

(No Model.) 3 Sheets-Sheei 2.

No. 70mg Patentd Aug. 26, m2.

In 1x217 '0 v: TUZl/lflm MIT; fosh.

Yw'l NORM; PEYERS co': Puma-undo wmnwcrord, D. c,

3 Sheets-.Sheet 3.

Patented Aug. 26, I902.

W. MGINTDSH.

DUMPING WAGON.

(Application filed Dec. 21, 1901.) (Na Model.)

m: NORRIS versus 60. PnuTuuTnQ. WASHINGTON, n. c.

' WE STATES PATENT OFFICE.

\VILLIAM MOINTOSH, OF CLINTON, MASSACHUSETTS.

DUMPlNG-WAGON.

SPECIFICATION forming part of Letters Patent No. 707,618, dated August 26, 1902. Application filed December 21, 1901- Serial No. 86,748. (No model.)

To (LZZ whom it may concern.-

Be it known that 1, WILLIAM MoINTosH, a citizen of the United States, residing at Olinton, in the county of Worcester and State of Massachusetts, have invented a new anduseful Dumping-Wagon, of which the following is a specification.

The object of this invention is to provide a new and improved dumping-wagon which will be strong and simple in its parts, capable of carrying heavy loads, and easily operated to dump or spill.

To this end a dumping-wagon constructed according to this invention comprises a strong body portion to which both the front and rear axles are secured without any reach or similar connection between the same. The bottom of the wagon is made in the form of two sections or dumping-boards, one of which is mounted to pivot on the construction which makes up the front axle and the other of which is mounted to pivot on the construction which makes up the rear axle. The front wheels are arranged on suitable turningbearings pivoted to the ends of the front axle and connected to the pole. Operating mechanism is provided so that the dumping-sections of the wagon can be held in their horizontal positions or allowed to swing down to dump or release the load. By this construction a most efficient dumping-wagon is provided.

The invention further consists of important points of construction, hereinafter more particularly described, and pointed out in the claims.

Referring to the accompanying three sheets of drawings, forming part of this application for patent, Figure 1 is a side elevation of av wagon constructed according to my invention. Fig. 2 is a sectional elevation taken along the line 2 2 in either Figs. 3 or 4, illustrating the operation of dumping. Fig. 3 is an enlarged sectional view illustrating the construction of the rear axle. Fig. 4 is an enlarged sectional view illustrating the construction of the front axle. Fig. 5 is an enlarged plan View illustrating the construction of the swinging bearing used for each front wheel; and Fig. 6 is a view similar to Fig. 1, illustrating a modification.

Referring to the drawings and in detail, A designates the wagon-body, which is made up of two strong side pieces and a front and end section, these parts being nailed or bolted together to form a rectangular frame, the

,sides of whichare strong enough to take or sustain the draft. A seat S is hinged or secured to the wagon-body in any desired manner. The bottom of the Wagon-body is made up of two sections or dumping-boards B and (J, the section B being pivoted to swing on the construction which makes up the front axle and the section 0 being pivoted to swing on the construction which makes up the rear axle. The construction which makes up the rear axle will now be particularly described. The same is shown in detail more particularly in Figs. 2 and 3. This axle and its appurtenances consist of a bar or bolster 10, which I term the rocker-bolster. Thelower face of this rocker-bolster is curved, as shown more particularlyin Fig. 3. An iron or steel face 11 is secured to the upper part of this rockerbolster. The ends of this face are bent around at 12, and these ends are secured to the sides of the wagon-body by suitable bolts 13 13. 14 designates the axle proper. The rocker-bolster 10 is arranged to rest on the axle, and a center pin 15 is passed through these parts, as shown, to keep them secured together in proper relative positions. A metallic or leather-facing 16 is preferably arranged between the rocker-bolster and the axle. By this construction the wagon-body is free to rock within certain limits on the axle. The ordinary metallic axle-caps 17 are secured on the ends of the axle 14, and the rear wheels are journaled on these parts in the ordinary manner. Two supporting-rods 18 18 are secured to each side of the wagonbody and extend down, as shown in Figs. 1 and 3, to bear on each side of the caps 17 to prevent the rear axle 14 from turning. A brace-bar 19 is secured to each side of the wagon-body and is connected to the ends of the supporting-rods 18 18 to stiffen the structure. The rear dumping-board C is connected to the rocker-bolster 10 by staples 20,which thus form a hinge or pivot for said dumpingboard. The construction is arranged so that when the dumping-board is in its horizontal position the same will rest on top of the rearaxle construction, but so that- When the dumping-board is moved to dump the load the same will turn about the staples, which thus make up a hinge or pivot, to dump the load, as shown in Fig. 2. side of the wagon-body to form asupport for the front end of the rear dumping-board when the same is sustaining the load in its horizontal position.

The construction of the front axle is. more particularly illustrated in Figs. 2 and 4. The same consists of a bolster 22, which has a facing of iron or steel 23 secured thereto, the ends 24 of which are turned up and secured by bolts 25 to the sides of the wagon-body. The bolster 22 has a lower facing of iron or steel 26. Blocks 27 27 are arranged between the bolster 22 and a supplemental bolster 28, which has a steel facing 29. Bolts 360 are passed through this structure to keep the same together. The middle bolt 360 passes through the end of the pole of the wagon, which is thus free to pivot thereon between the blocks 27 27. A supporting rod or brace 32 is secured'to each side of the wagon-body and has its end bolted or secured to the end of the bolster 22. A similar rod 33 is secured to each side of the wagon-body at the rear side of each end of the bolster 22 and extends down in position to support the same. A pull or draft rod 34 is secured to each side of the wagon-body and has its end bolted or secured to the end of the supporting-rod 33 and the supplemental bolster 28. By this construc tion the front axle will be rigidly supported.

The front dumping-board B is pivoted, by

means of suitable staples 35, to the bolster 22. A bar orstrip connected to the sides of the wagon-body limits the motion of the front dumping-board; Axle-blocks 36 are secured between the ends of the bolster 22 and supplemental bolster 28 by being pivoted on the outermost bolts 360, whereby said axle-blocks can turn on said bolts. Said axle-blocks have extended arms 37, which connect by rods 38 to a pivot or bolt on pole 30. In this manner as the pole is turned from one side to the other the axle-blocks 36 will be correspondingly turned and the front wheels thereby cranked or turned, so that the Wagon can be driven in the direction desired. A spring 400 is arranged between the bolster 22 and the whiflletree 39 to keep the pole in raised position.

The means for operating the dumpingboards will now be described.

A shaft 40 is fitted in brackets46, connected to the sides of the wagon-body. Projecting from this shaft is a handle 41, which has an extension 42 pivoted thereto by bolt 43. A pin 44 can be inserted t'nrough the handle 41 and the extension 42 to connect the handle and extension together, so that they will form practically one lever. The pin 44 is kept from being'lost by means of a chain 45, connected to the handle. By withdrawing the pin the handle 41 can be turned down on the bolt, so that the wagon can be backed into low roomsor places. By hinging the seat in the usual man- A stop 21 is secured to each the load.

The rod 47 connects.

ver 49 is a link 52, made in two sections and provided' with a turnbuckle 53 for the purposes of adjustment. This link 52 connects to another bell-crank lever 54, mounted on a pivot 55. The construction on the other side of the wagon is substantially the same. A

lever 550 is secured on the end of the shaft 40, and the connections from the same to the dumping-boards are like those just described. An earpiece 57 is secured on the handle 41. A catch 520, provided with a footpiece 530, is pivoted on the side of the wagon-body to engage the end of the earpiece 57. A spring 540 is employed to keep the catch in lowest position. A similar catch is generally employed to engagethe end of the lever 550, although this second catch is not always employed. The ends of the bell-crank levers 49 49 are connected by a rod or pipe 500,which bears on the front dumping-board B. The ends of the bell-crank levers 54 are connected by a similar rod or pipe 56, which bears on the rear dumping-board O. WVhen it is de sired to dump the wagon, the catch or catches 520 is or are released and the handle 41 is pushed to the rear. This will cause thedumping-boards to turn on their pivots and spill This action will take place very easily and nicely, as there'is nothing in the construction of the wagon to catch or hinder the dumping. The rods or'pipes are used between the ends of the bell-crank levers, so that the necessary slippage or'lost motion will be provided, as the pivots or hinges are in a different position from the pivots of the bell-crank levers. The dumping-boards are balanced and arranged in such relation to the axle constructions that the device is practically self-duinping-that is, when the catches are released if everything is in good working order the pressure of the load will come on the dumping-boards in such position as to just cause the same to tip or dump. By the construction described it will be noted that the weight comes properly and nicely on the top of the axle constructions when the dumping-. boards are in horizontal position. For some kinds of Work I pivot an extra handle 560 on the farther side of the wagon-body and connect the same by rod 570 to hell-crank levers 58, pivoted on the side of the wagonbody, which bell-crank levers have pushers 59 extending in through holes in the wagonbody in position to bear on the dumpingboards near the rear ends thereof. This construction is adopted to give a forcible push to the dumping-boards in case they should stick. This construction is not always used, but is a desirable feature for many purposes.

IIO

In some constructions I divide the wagonbodyinto two parts by a removable partition P, held in place by guides on the sides of the wagon-body, as indicated by dotted lines in Fig. 6. When this construction is adopted, I preferably make the means which operates the dumping-boards separate. This is done by omitting the connections 52 between the bell-crank levers 49 and 54. An extra handle 60, similar to the handle 41, is pivoted to a bracket 61, secured to the rear side of the wagon-body. This handle connects by link 62 to one of a pair of levers 63, mounted on a shaft 64, pivoted in brackets 65, secured to the sides of the wagon. The levers 63 connect by links 66 to the upper ends of the bellcrank levers 5%. The handle and its connections are arranged outside of the connections on, the rear side of the wagon to the bellcrank lever 49. In all other respects the mechanism is the same as that previously described. By this arrangement when the bandle 42 is manipulated the front dumpingboard B will be operated. When the rear handle is manipulated, the rear dumpingboard 0 will be operated. As shown in Fig. 6, the front dumping-board is in its horizontal or closed position and the rear dumpingboard is in its tilted or dumping position. The driver can manipulate either dumpingboard from his seat.

It will be noted that the omission of the reaches and their appurtenances gives a wagon which sets Very low and solid on its axles.

If a load requires to be spread, the lever or handle 41 can be adjusted so that the dumping-boards can set at any desired angle, so that the load can be spread as far as desired.

By using the rocker-bolster on the rear axle, giving the load a chance to rock, I can make the front axle solid and strong, which is necessary, as the pull or draft comes on the same alone, owing to the omission of the reaches.

The details herein shown and described may be greatly varied by a skilled mechanic without departing from the scope of my invention as expressed in the claims.

Having thus fully described myinvention, what I claim, and desire to secure by Letters Patent, is-

1. In a dumping-wagon, the combination of the wagon-body, front and rear axles rigidly secured thereto without a reach or intermediate connection, and a dumping-board pivoted on each axle construction.

2. In a dumping-wagon, the combination of the wagon-body, front and rear axles secured thereto without a reach or intermediate connection, axle-blocks pivoted to the front axle, and a dumping-board pivoted on each axle construction.

3. In a dumping-wagon, the combination of the wagon-body, front and rear axles secured thereto, axle-blocks pivoted to the ends of the front axle, a pole pivoted to the front axle and connected to operate the axle-blocks, and

a dumping-board pivoted on each axle construction.

4. In a dum ping-wagon, the combination of the wagon-body, front and rear axles secured thereto, axle-blocks pivoted to the front axle, arms extending from said axle-blocks, a pole pivoted to the front axle, connections from the pole to the axle-blocks, and a dumpingboard pivoted on each axle construction.

5. In a dumping-wagon, the combination of the wagon-body, a rocker-bolster connected thereto, a rear axle supporting said rockerbolster, a front-axle construction comprising a bolster secured to the Wagon-body, and a dumping-board pivoted on each of said bolsters.

6. In a dumping-wagon, the combination of the Wagon-body, a rocker-bolster secured thereto, arear axle supporting said rockerbolster, braces extending down from the Wagon-body on each side of the rear axle, a front-axle construction, and a dumping-board pivoted on each axle construction.

7. In a dumping-wagon, the combination of the wagon body, a rockerbolster secured thereto, a rear axle supporting said rockerbolster,rods extending down from said wagonbody and bearing on each side of said rear axle, a brace-bar connected to the ends of said rods and to the Wagon-body, a front-axle construction, and a dumping-board pivoted on each of said axle constructions.

8. In a dumping-wagon, the combination of the Wagon-body, a rear-axle construction, a front-axle construction comprising a bolster, a supplemental bolster, blocks separating said bolster and said supplemental bolster, a pole connected to said bolsters, axle-blocks pivoted between the ends of said bolster and said supplemental bolster, connections from the same to the pole, and a dumping-board pivoted on each axle construction.

9. In a dumping-wagon, the combination of the wagon body, front and rear axles secured thereto Without a reach or intermediate connection, a dumping-board pivoted on each axle, a lever pivoted on the wagon-body, bellcrank levers connected to operate the dumping-boards, and connections from the lever to operate the bell-crank levers.

10. In a dumping-wagon, the combination of the wagon-body, front and rear axles secured thereto without a reach or intermediate connection, a dumping-board pivoted on each axle, a shaft mounted in brackets secured to the wagon-body, a handle or operating-lever on said shaft, bell-crank levers pivoted to each side of theWagon-body, rods connected thereto to support the rear ends of the dumping-boards, a handle on said shaft, and connections therefrom to said bellcrank levers, a lever on the other endof the shaft, and connections therefrom to the other set of bell-crank levers.

11. In a dumping-wagon, the combination of theWagon-body, front and rear axles-secured thereto without a reach or intermedi- IIO' &

said axles, an operating-handle made in two sections pivoted together, a locking-pin for locking the two sections of the handle together, and connections from the handle to the dumping-boards.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

WILLIAM MCINTOSII.

Witnesses:

LoUIs W. SOUTHGATE, M. E. REGAN. I 

